Comments by "Stephen Hendricks" (@stephenhendricks103) on "TheStraightPipes" channel.

  1. Interesting fact. It's widely assumed that minivans were the choice of "soccer moms" and the category has nearly died because males opted for SUVs. In fact, the opposite is the case. Market research indicates that males appreciate the versatility of vans and it's women who shifted their allegiance to SUVs out of a belief that they were "safer" than vans, provided more visibility with elevated seating, and didn't stigmatize women who drove vans as those soccer moms.
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  2.  @simplicated99  Wheelbase comparisons are less critical in this case than overall length and interior room.
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  3. I own both a KIA (Sorento) and a VW (GTI). I love them both so there's no brand bias here in a choice between the Arteon and the Stinger. I've driven both vehicles and if I were choosing between the turbo4 engines in each, I'd opt for the Arteon without question. Comparing the Arteon to the higher spec 3.3L V6 in the Stinger and the choice is more difficult. I think Mr. Biermann and his colleagues at Hyundai/KIA have done a remarkable job of building an American-ized version of a European GT sedan at a reasonable price. But I think the differences between the Stinger and the Arteon highlight the different perspectives of Americans (both north and south of the Canadian border) and Europeans in terms of what "performance" means. There's a reason that Americans invented drag racing while Europeans invented rallies. Road racing in America often means circling high banked ovals in stadiums while Europeans think of road racing on public roads or tracks designed to emulate them. For Americans "performance" often begins and ends with straight line acceleration to 60 mph and quarter mile times. For Europeans "performance" in a GT sedan often means traveling in comfort at 100 mph+ on superbly maintained highways or threading roads often laid down originally by the Romans two millennia ago. VW has a history of trying to interest Americans in the Euro-spec vehicles with almost no success. Americans want larger, cheaper VW's than Europeans. The Arteon represents still another effort along that line. (One exception for the Arteon. The North American version uses a conventional 8 speed transmission while the Euro version has a DCT.) I have no doubt that more Americans will choose the Stinger over the VW. But for those who value a true European GT driving experience with accommodations for four the Arteon outpoints the Stinger.
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  4. Obviously, the boys ain't skiers.
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  5. Good review and an excellent entry in the "Goldilocks" (i.e. tweener) sized crossover category. However, along with every other review I've seen there's no mention that the Santa Fe is a two row, four cylinder turbo version of a Kia Sorento. Same size. (The Santa Fe is one inch shorter.) Same weight. (Oddly, the Santa Fe is a few pounds heavier.) Same passenger space in the first and second rows. Almost identical overall cargo space. Same transmission. Same suspension. Same AWD systems with the same center locking differential. Same ground clearance. Kia dropped the turbo4 from the Sorento lineup in 2018. Hyudai picked it up for the Santa Fe. Likewise, Kia dropped the two row option in 2018. The Santa Fe picks up exactly the same configuration with identical under-floor storage in the space the Kia devotes to storing the third seat row. Worth noting that the under floor storage in the Santa Fe is a nice feature but access depends on the cargo floor being empty. So it's a good place to store smaller items you don't need often but not for large items or stuff you need to access when the regular cargo space is being used. Slightly different interior materials in the Ultimate Santa Fe trim versus the KIA SX-L (The SX-L has somewhat more upscale interior materials) but the overall look and feel are nearly identical with the same infotainment screens, (though the Sorento has its screen integrated into the center stack). Same switch gear in the same places. Identical safety and driver convenience systems. (e.g. BLIS, ACC, Lane keeping, etc.) Don't need or want third row seating? Want a turbo4 engine? Take the Santa Fe. Want the same vehicle with a reasonably sized third row of seats for occasional use and think a V6 is better suited to this class of vehicle? That's the KIA Sorento. There is a price difference at the top trim levels. Not surprising since the Santa Fe is being pitched as a competitor to the CR-V and Rav4 (though it's somewhat larger than either one) while the Sorento competes against three row midsize crossovers like the CX-9, Highlander, etc. But given the typical discounts from MSRP for Kia's and Hyundai's it's unclear just how much the difference actually amounts to. All in all, each vehicle is a strong contender in the growing category of "tweener" crossovers positioned between "compact SUV's" and much larger "midsize" vehicles. Depending on one's priorities each deserves a serious look.
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  6. Hear, hear! For long freeway slogs I figure the combination of adaptive cruise control, a very quiet cabin, and the extending thigh support in my Kia Sorento adds at least an hour between rest stops. Maybe millennials don't experience the same benefits but we middlennials (and older) drivers REALLY like those features.
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  7. One further bit of useless trivia. The K900 is known as the K9 in Korea. When it was introduced in English speaking markets KIA apparently decided to avoid jokes about the car being a dog.
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  8. The CX-5 is good looking and has the signature Mazda handling. But each of the Mazda crossovers sacrifices passenger and cargo space compared to their competitors. (The CX-9 is the worst.) The exterior design with an extended hood looks good but forces significant compromises in terms of utility.
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  9. If memory serves, virtually every new generation of Golf variants (e.g. GTI and Golf R) is met with cries of despair from the previous generation that the vehicle has been ruined. The MK8 generation is no exception. It might be worthwhile to consider that virtually every review I've seen of each variant points to significant improvements in power (including the benefits of lower RPM peak torque) and improved suspension and handling. Furthermore, the availability of eye candy in the form of the highly configurable dash and heads up display has drawn praise. It may seem obvious but apparently it's necessary to point out that those changes don't come at no cost either in terms of design or production, especially when the development and production costs of the previous generation have long since been paid for. Thus, to keep the MSRPs constrained, it's necessary to find cost cutting measures somewhere. It's clear that VW has done so by cheapening some controls and overall interior designs and materials. As an owner of a Mk7.5 (Autobahn) GTI I share some of those sentiments. And I'm unlikely to benefit greatly from more HP and torque or eye candy that doesn't tell me more than I already can access on my vehicle. On the other hand if I were using my GTI on the track frequently I suspect I'd be happy to make the trade VW has made available in the MK8. And if I felt I was at the upper limit or performance or handling on my current ride I'd look forward to considering the MK8 GTI or Golf R. And I'd be grateful that the price increase in the new models are no more than they are.
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  10. This is the second review of the GLI DSG I've seen that notes the fact that the transmission automatically upshifts when set in manual mode. If that's the case it's quite different from the behavior of the same transmission in the GTI. I initially believed it was a failure on the part of the reviewer to engage manual mode properly. Now I'm not so sure. Here's the way the DSG works in my GTI. (1) Move the console shift to the right. That locks the transmission in manual (i.e Tiptronic) mode. (2) Select the desired gear with either the paddles or the console shifter (forward for upshift, backward for downshift.) Following that procedure the transmission stays in the selected gear all the way to redline. No automatic upshifts. While in manual mode the transmission will automatically downshift to second gear as one slows to a stop, first to second gear at about 5 mph and then to first gear as the car comes to a stop. Otherwise, however, the car remains in the selected gear regardless of throttle position and acceleration. It is possible to select manual mode temporarily by use of the paddles alone without moving the console shift to the right. If the transmission is in "auto" mode and either of the paddles is used the transmission changes to manual mode and can be controlled by the paddles for a short time. However, the car will revert to "auto" mode and automatically upshift after a few moments. Is it possible that was the procedure you guys followed? In addition to the possible difference between the GLI and GTI there's one other possibility. My GTI is a 2018 model with the six speed DSG. I haven't seen any reviews of the 2019 GTI with the seven speed DSG that mentioned any automatic shifts but I suppose it's possible the reviewers missed the behavior. In any event if the DSG behavior in the GLI is as you describe it, it's a big disappointment. And assuming it doesn't apply to the GTI, it's a significant difference between the vehicles despite supposedly having the same engines and drive trains. EDIT: Did some further checking with my local VW dealer and more importantly with my local APR tuning shop, Achtuning, who perform more tunes on VW's than just about anyone in the country. As I suspected, there's no difference between the DSG transmission tuning in the GTI and GLI. Furthermore, if the transmission is put in Tiptronic mode with the console shifter it will hold a selected gear up to redline. At that point it will upshift but not before.
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  11. Is the power dip at 4500 RPM similar to the infamous torque dip in the BRZ/86? Seems too similar to be coincidental.
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  12. The more direct reference is to the Telluride ski resort located near the town. It's one of the best and most upscale ski spots in North America.
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  13. If you can find one, it's a bargain. The GT is selling for under $25K here in Washington State. Strong, reliable V6, nicely appointed, very roomy, especially in the back seat, good looking elegant design. Lacks some bells and whistles such as factory navigation but it does have CarPlay/Android Auto. Drove one extensively a few weeks back and for the price I was impressed. Unfortunately, it's a limited edition that won't be available in the 2019 model year. So grab one while you can.
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  14. Yum, yum. I do have some qualms, though. There's a reason that tennis balls come in cans with three or four balls. It's not because you lose them; it's because they wear out. A month or two of playing with them and my balls are ready to be the dog's chew toys. (Yes, I see what I said there.) So I do wonder about the durability of the fuzzy interior. Second, I've owned a couple of Volvos. Loved them but found each to have a never ending series of small annoying issues that required dealer intervention. Nothing big but still annoying. Maybe Volvo no longer suffers from such problems but personal experience does prompt caution. Finally, at the price point for the XC40 I think comparisons with the Acura RDX are inevitable even though they're in somewhat different size categories. I'm long past the millennial category but I think I'd (perhaps regretfully) opt for the Acura.
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  15. Considered this pretty seriously when I was replacing my 2013 GTI with a new car that was suitable to be shared with my soon-to-be-driving teenage daughter. I'd liked the 2.7L V6 in the Ford Edge and thought it might work well in the Fusion. However, compared to the Accord 2.0L Touring and the Mazda 6 Signature trim, it didn't make the cut. Strong points were AWD, which it obviously needed with that engine, and straight line performance. Also, considering that it will soon be discontinued I suspect it will be semi-collectible in a few years, much like the now dead Taurus SHO and the Chevy SS. And while the MSRP is over $40K (USD) I found I could get one for about $8K less than that. Weaknesses were MPG's (Have to feed that V6.) , interior materials, fit and finish, and handling. It's a heavy car, especially on the front end. And while it might be fine in Kansas with its long, long straight roads, I live in the Pacific NW (US version) where mountains and curves are common. The self-adjusting damping and pothole detection are trick but don't make the Fusion a sport sedan. Bottom line is that it might be a "Dad's car" but not this dad. The Honda Accord, Mazda 6 and even the Camry V6 XSE all outpointed the Fusion for me. A Subaru Legacy? Not even on the radar. So what did I do? I replaced the 2013 GTI with a 2018 GTI. Just couldn't face the prospect of not having one in the garage. P.S. Great review as usual, guys.
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  16. The lesson is "don't buy a small cup of coffee." A "venti" is the only acceptable size. But if you have to have a demitasse, add the distracted video footage of trying to pry it out of the cupholder.
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  17.  @TerribleUsernameAmirite  Hyundai felt, correctly I think, that the Veloster N with its lower price point and lighter weight would attract enough additional buyers to make it more profitable in the US. In general it appears that Hyundai decided to introduce one or the other vehicle in most, if not all, national markets. Europeans get the i30N reflecting the appeal of sports sedans in those markets while North Americans get the "hot hatch" Veloster N, instead.
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  18.  @GraysonCarr  That's an understandable choice for you, Grayson. Though the new Santa Fe wasn't yet available when I purchased an SX-L version of the Sorento earlier in 2018, I think I would still make the same choice today. Here's why. We're a family of three and a half (My wife, myself, our teenage daughter, and a big dog) so we could have gotten along most of the time with a two row crossover. But while we use the third row only occasionally, it's very convenient when we chauffeur our daughter and several of her friends, especially when putting them as far as possible away from the driver is a plus both for the adults and the teenagers. :) It's also a big advantage when the third row means the difference between taking a single versus two vehicles on a local outing. Of course, many folks don't face those challenges but for us the third row of the Sorento was a major advantage, especially since it is actually usable and wrapped in a package that's more compact than its competition. Second, the Sorento is my wife's daily driver and our family truckster for long slogs on the freeway. For those duties the V6 is smoother and quieter with more linear performance. I like turbo 4 engines. I have a VW GTI. But for the size and weight of this class of vehicles I think a naturally aspirated V6 is more appropriate for us. Again YMMV. Finally, you're certainly correct that comparing MSRP's makes the Santa Fe more affordable. But real world negotiations can paint a different picture. The MSRP for our Sorento was a bit over $48K. I purchased it for $40K. I don't know, of course, what deal I could make for the Santa Fe but I suspect that the discount on the SX-L KIA is significantly more than the Ultimate trim of the Santa Fe. MSRP comparisons are useful as a starting point when assessing the cost of a vehicle but if one is serious about a particular vehicle, it's important to determine what a particular dealer is willing to offer. Bottom line is that you and I purchased different vehicles because we have different priorities. That's why I take reviewers' list of the "best" vehicles with a very large grain of salt. I think you purchased an excellent vehicle given your priorities. I'd say the same about our choice.
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  19. OK, Boys....(and I use the term intentionally), try recommending the MT while driving for hours in near gridlocked traffic in Seattle (or Toronto). Suffice to say you'll learn to appreciate the DSG, especially considering that you can put it in manual mode and hold the selected gear all the way to redline. (And with an APR tune hold it at and beyond redline.) A manual transmission is great fun on empty roads or a track (I have a VW CC with a rare MT.) but for those whose lives consist of dealing with the delights of urban traffic, a DSG has more advantages than simply better performance and greater fuel efficiency.
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  20.  @danitimnev2102  Let's try this in terms metric challenged Americans can understand. :) The Tucson is 176 inches in length. The CRV and Rav4 are each about 181 inches in length. Interestingly, the Mazda CX-5 is only 179 inches long. The Santa Fe is about 188 inches in length. The Ford Edge is the same - 188 inches. The Honda Passport is about 190 inches long. And the Kia Sorento (with three row seating) is 189 inches in length. And just to make things even more confusing, the VW Tiguan is 185 inches long. Is it in the "tweener-tweener" category? There are no hard and fast rules about these categories but at least in terms of overall size (though not interior space) the Santa Fe is most comparable to other "tweener" size (and usually two row) crossovers. However, quantitative specs don't tell the whole story. Hyundai thinks consumers are likely to cross-shop the Santa Fe with the CR-V and RAV4 and I suspect they're right.
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  21. Neo Sorry, but major manufacturers based their product planning on extensive market research focused on what consumers want to buy, not on what self-selected "enthusiasts" post on the internet. If there were a major demand for sedans among American consumers Ford wouldn't be exiting the market, altogether.
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  22. The Genesis SUV will be built on a different platform than the Telluride and Palisade.
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  23.  @midnitestate  That's not accidental. North Americans find "rugged luxury" very appealing. The rest of the world prefers their luxury unmixed with "ruggedness."
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  24. As noted in another post the Sorento and Santa Fe are (fraternal) twins. Likewise the Sportage and Hyundai Tucson. As far as warranties are concerned, Hyundai and Kia offer the same coverage and mileage/years. Price comparisons, though, are trickier. Comparing MSRP's at the top trim levels, the Santa Fe (Ultimate) is less expensive than the Sorento (SX-L). Not necessarily the case with lower trim levels and option packages.
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  25.  @historymjh  I've long believed that someone at VW Canada has embarrassing photos of German VW executives. That would account for the different trim features available in Canada and the US. :) The difference between US and Canadian spec GTI's have historically followed the same pattern though to a lesser degree. In the case of the GLI I think VW has decided that their future in the US lies with the Jetta rather than the Golf. VW has found time after time that US consumers shy away from European spec models n favor of larger, cheaper vehicles. (e.g Euro Passat vs US Passat; Euro Tiguan vs US Tiguan; Touareg vs Atlas) VW has elected to drop the base Golf in 2020 in the US while the Jetta line-up has been extended to include the GLI. The Jetta is no longer even sold in Germany. There won't be a 2020 GTI or Golf R in the US either but that follows a pattern VW has employed in the past when the GTI and Golf R move from one generation to the next. (There was no 2014 GTI after the MK6 production ceased in Germany in 2013.) VW assures us that there will be an eighth generation GTI and Golf R for the US but unless each model retains its iconic status I suspect even that decision might be revisited in the next couple of years. Those of us who love GTI's and Golf R's are keeping our fingers crossed.
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  26. The Passat GT was an excellent budget choice if one was willing to give up a number of features. Unfortunately, it no longer exists.
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  27. There's always the old (American) saying that there's no substitute for cubic inches. But having owned a couple of (100% reliable) GTI's with Stage 1 APR tunes I'd agree with your sentiment. As noted in another post here, Americans think of "performance" as beginning and ending with straight line acceleration from a standing start. Europeans have a different perspective.
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  28.  @dalex7777  Thanks for the kind words, my friend. I hadn't seen the TFL comparison of the 2016 Sorento and the Santa Fe, so thanks for citing that, as well. A couple of points. First, I said in my original comment that the 2019 Santa Fe was slightly heavier than the comparable Sorento. That was wrong. It came from a quick google search and I should have checked the sources further. In fact, the Sorento is about 200 lbs heavier than the Santa Fe according to the manufacturers' specs. That makes sense since the Sorento has a third row of seats while the Santa Fe does not. Second, the TFL video you cited presents a real puzzle. Despite a weight advantage and better HP and torque numbers in the 2016 Santa Fe vs the 2016 Sorento 4 cylinder turbo motors, the Sorento blew the doors off the Santa Fe in their "mashup" drag race. The TFL guys couldn't explain it and neither can I. I would say, though, that TFL's performance tests are typically Unique (e.g. conducted a mile above sea level) and not necessarily carefully controlled. Their videos are informative and fun but I wouldn't bet the farm on their results. In this particular case, the Santa Fe and Sorento were comparable in terms of engine displacement and AWD. The result may well have been the case of differences in the individual vehicles involved. My first guess would be that the Sorento had better tires for the wet conditions in the "drag race" or other deficiencies in the particular Santa Fe being tested. Since the video is four years old and each model has since been updated, I suspect we'll never know. In any case, it's an interesting video. Like you, I replaced an earlier generation of the Sorento with an example of the current version. In my case it was a 2012 V6 AWD SX-L and a comparable 2018 model. I didn't have the option of the turbo 4 when I purchased the 2018 model since it had been discontinued after 2017 due to the low "take rate" for the turbo motor. It's interesting to hear from someone who has one.
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  29. If I were actually interested in these cars I'd try watching the video again. As it is, I'll just file it as the most incredibly confusing review I've ever tried to digest. :)
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  30. I doubt you'll see the Telluride in the Philippines. It's a vehicle designed for and produced in North America (West Point, GA) and currently available only in North America. The Palisade, on the other hand, is built in Korea and aimed at the Asian market.
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  31. Jakub, may you be cursed to live next door to an inconsiderate Mustang owner who waits until you're asleep to leave home.
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  32.  @TheStraightPipes  Well, that's certainly an informed and persuasive response.
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  33. Very different story here in the US. The big news isn't the measly 3 hp upgrade in HP for the GT models but the massive improvements in the GT-Line with a new 2.5L turbo 4 (found in at least 7 KIA, Hyundai, and Genesis models including the K5 GT) that reduces the 0-60 mph time from about 6.5 seconds to 5.2 seconds. That puts it only about half a second slower than the GT models with the 3.3L engine with a huge savings in the price (around $40,000 fully loaded AWD). Meanwhile, the Genesis G70 cousin inexplicably retains the earlier 2.0L engine. Despite the universally positive reviews of the Stinger, sales have been disappointing in North America. KIA hopes (with good reason) that the base GT-Line with the new engine will energize those sales.
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  34. Despite the legion of internet fan boys who see performance off the line as the only important priority in any vehicle, crossover buyers don't generally share that attitude.
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  35. Sorry guys, perhaps you should have titled the review "The Best Crossover You Can Buy If You Hate Crossovers."
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  36.  @chocolatewheelchair  The "void the warranty" comment is made often but it represents a misunderstanding of reality. In fact, the warranty is voided only if a modification can be shown to directly result in a component failure. That won't necessarily result in a fix under warranty but numerous court cases support that interpretation. Furthermore, many VW dealers (including mine) actually offer tuning services and honor warranty claims without question. Finally, tuning companies such as APR offer low cost warranties that mimic the full factory warranty protection.
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  37. So are we free to refer to the styles you guys love as appealing to adolescents?
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  38. I think that's a good metaphor. I'd be interested in the life expectancy of sumo wrestlers and similarly in the durability of a 2.4L turbo 4 and a CVT in a vehicle that when loaded with fuel, passengers, and gear tops 5000 lbs.
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  39.  @nkflimz  Depends on what you're expecting. Keep in mind that the Santa Fe is not a true "compact" SUV. It's a Goldilocks size "tweener" at 188" long and over two tons in weight. But Hyundai is marketing it as an SUV for those who think a CRV/Rav4/Forester/CX-5 (or Hyundai's Tucson) is just a bit too small for their needs. Buyers in this category aren't after the "kick" of a turbocharged engine; they just want an engine with sufficient power to move the vehicle in traffic and merge on the freeway. For those priorities the turbocharged Santa Fe is more than adequate. I happen to think a vehicle this size is better off with a naturally aspirated V6 but that's why Hyundai/KIA offers the Sorento closely related alternative.
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  40. Tay-ose??? Natives of New Mexico would tell you It's pronounced Touse, my friend. Point for Yuri. You guys are correct about the somewhat arbitrary classification of the Taos as a subcompact SUV vs the CX-5 as a compact. That's because the Taos (176" in length) is the biggest SUV typically classified as a subcompact while the CX-5 (179" in length) is the smallest vehicle in the compact category.* Further, despite the minor deficit in overall size, the Taos offers considerably more overall cargo space (65.9 vs 59.6 cubic ft). In fact, the relatively cramped interior of the CX-5 compared to rivals is arguably its greatest weakness. (It's the result of the "Koda" design language that dictates an especially long hood that sacrifices interior space, an issue that's even more extreme in the CX-9, one of the largest midsize SUVs with less cargo than any rival. In fact, with less space than a Honda CR-V.) * The pattern of larger VW SUVs vs rivals isn't limited to the Taos. The North American Tiguan (185.1" in length) is the largest of any "compact" SUV. The Atlas Cross Sport (195.5" long) is by far the largest two row midsize SUV. And the 3 row Atlas is among the largest SUV in that category. Each of these models is aimed specifically at the North American market.
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  41. In terms of the center armrest wars the most unique feature of the GTI's armrest is not the fact that it slides forward but the fact that it ratchets upward to provide the exactly correct height for various elbows. I miss that every time I drive my wife's Sorento. And here's another fun fact. The total cargo space of the Elantra GT is only 4.5 cubic feet less than a Mazda CX-5 SUV. (55.1 vs 59.6) That's the CX-5, not the Mazda3. And the Elantra is over 8" shorter than the CX-5. Want the performance and handling of a sporty hatchback rather than an SUV but don't want to sacrifice too much in terms of "utility"? The Elantra GT hatchback (and the GTI) should be considered.
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  42.  @prezhenz6969  A crossover GTI? At least as great a sin as a crossover Beetle.
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  43. I'm inclined to agree. Hyundai builds some fine vehicles but their design language usually strikes me as somewhat "fussy."
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  44.  @canadabear72  Right on, perceptive comment as usual, John.
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  45.  Богдан Кондратов  Having put about 40K miles on a Stage 1 APR tuned MK6 GTI putting it altogether at over 100K miles before trading it for a MK7.5, I'd have to dispute that characterization. So would the other members of the Golf R/GTI owners group here in the Pacific NW.
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  46. VW fan here. So when my wife and I were shopping for an SUV for our family (two adults, 14 y/o daughter, big dog) earlier this year we looked seriously at both the Atlas and the Tiguan. The SUV is my wife's daily driver (I have a GTI) and the family's road trip vehicle so she had 3 votes to my two. (The kid got one vote and the dog got a half vote.) As much as I wanted to like it, none of us was impressed with the Tiguan. Third row seating isn't a huge priority for us but it's very convenient occasionally when chauffeuring a gaggle of teenagers or going out with another family taking a single vehicle rather than two. The Tiguan's 3rd row option is a joke and not a very good joke. Further, the 2.0L turbo 4 banger in the Tiguan seemed sluggish when not driven in "sport" mode. (The AllTrack 1.8 liter mill felt "peppier.) All in all, the new Tiguan is a far more functional, less cramped, but less fun to drive vehicle than the previous version but it didn't thrill anyone (except the dog but he likes any vehicle as long as he gets to go.) The Atlas certainly isn't "cramped." And if one needs comfortable seating for five or more adults on a regular basis, it's the best in class. A smooth naturally aspirated V6 with a good eight speed transmission that's well suited to the mission of this kind of vehicle. When we were shopping, though, the 2018 Atlas trim levels limited features such as leather seating and integrated navigation to the top trim SEL Premium. That pushed the MSRP to over $50,000 (USD). VW has apparently seen the error of their ways; the 2019 trim levels have been adjusted somewhat to provide a better value. In our case, the Atlas was just too damn big. My wife complained that she felt like she was driving a bus. Ultimately, the KIA Sorento was a better fit for us, especially with the $8000 discount off MSRP we received.
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  47. The CX-9 is 199" in length. The Telluride is 197" long. The CX-9 has a total of 71 cubic ft of cargo space, a bit less than a Honda CR-V or a Subaru Forester. The Telluride has 87 cubic feet of cargo space. The CX-9 has 134 cubic ft of passenger space. The Telluride has 178 cubic feet. The CX-9 has a 2.5L turbo 4 that requires premium fuel to provide 252 HP. The Telluride has a naturally aspirated V6 that's rated at 291 HP. Physics is physics and a turbocharged smaller four banger is simply less durable than a much larger NA V6. The CX-9 is a very attractive vehicle, especially in its signature trim. It's also the most space inefficient midsize crossover. Period. There's a reason that despite strong reviews when the current generation was introduced, its sales have decline year on year since October 2018.
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  48. Wow! Guess we shouldn't be surprised if you guys get few Ford products to review for the foreseeable future. :) Hope that isn't the case. Haven't driven the Edge ST but my wife and I looked seriously at the 2018 Edge Sport, the ST's predecessor. For the most part your take on the ST matched my impression of the Sport. The 2.7L twin scroll turbo V6 is very impressive, though arguably overkill for this class. But while Ford has tweaked the engine to give it more HP and torque, it doesn't seem to have made much if any difference in overall performance. And while one might expect an improvement in tow rating, it's not there, still stuck at an anemic 3500 lbs. To be fair, the braking distance has improved substantially and it's impressive for a vehicle weighing substantially more than two tons. The lack of improvement in performance apparently stems from the new 8 speed transmission, added presumably to keep up with the Joneses and to help fuel efficiency. The six speed in last year's Sport was perfectly adequate and would probably have been just as good in the ST. Even worse, the eight speed transmission hasn't exactly been warmly received by several reviewers. And while the six speed box was well suited to a manual mode, that doesn't seem to be the case with the new transmission. We loved the overall size of the ST. Its "tweener" size between compact and midsize SUV's is great for maneuvering in traffic and parking in the garage or at the mall. It's virtually the same size as the Kia Sorento and the Hyundai Santa Fe and offers near identical cargo space. On the other hand, Ford has done little to remedy the "Fifty Shades of Gray" interior. The seating is not impressive, either, especially in a vehicle with a near $50K MSRP. Finally, my wife had the same reaction as Yuri to the driver's seating position. The immense distance from the dash to the base of the windshield and the long distance to the edge of the hood made her feel like she was piloting a long outboard dinghy from the stern. As far as I'm concerned, simulated exhaust sound falls into the same category as "simulated" gears in CVT's and simulated exhuaust tips. Very annoying. And then there was my pet peeve: a "performance" vehicle with a tiny tach stuck as an afterthought on the far left of the cockpit. In the past the Edge was Ford's "test bed" for innovations and new designs in their SUV's. Obviously, that's no longer true. It appears that Ford invested its available resources and efforts in the sixth generation of the Explorer. From my perspective that's a shame.
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  49. Excellent review, guys. Have to admit I was pleasantly surprised how positive you were considering a midsize crossover is clearly not your favorite kinda vehicle. Kudos for being so open to the Sorento's virtues. Reviews have been overwhelmingly favorable, of course. And there's no question the new generation offers a number of major upgrades compared to the last version of the Sorento. (I own a 2018 model that's my wife's daily driver and the family's "tripper." I'd probably have to pry her cold dead fingers off the steering wheel to replace it but the 2021 model is very tempting.) All in all, the new Sorento has very few weaknesses. The most significant is one that Canadians won't experience. All Sorentos sold in the US come with either FWD or AWD. Canadian Sorentos are all AWD regardless of trim level. The problem arises with the new 2.5L turbo engine when coupled with FWD. Unless torque steer and wheel hop is seen as a positive trait there's no way to enjoy the performance of the more powerful engine with FWD. US customers are well advised to opt for AWD is they're going for the 2.5L turbo engine. Otherwise, KIA has eliminated some features for North Americans from the last generation to contain costs. For example, my top trim SX-L 2018 Sorento includes driver seat thigh extension and 4 way lumbar support. The new generation eliminates the thigh extension and reduces the lumbar support to two way. The last generation top trim included nappa leather upholstery. The new generation offers leather in the top trim but of a somewhat lower grade. More importantly (imo) is that the new Sorento lacks driver seat memory. Whatever bean counter thought this was a good idea should be cleaning out their desk. The size of the three drivers in our family differ by almost 10 inches and nearly 100 lbs. We make do with two position memory but lacking any seat memory at all is a near deal breaker. C'mon KIA, it's a FAMILY SUV and families often have more than one driver. And to add insult to injury it's worth noting that the near identical Hyudai Santa has retained driver seat memory in their 2021 model.
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  50.  @FlowStateNewOrleans  I'm sad to see the Alltrack disappear (at least in the North American market and probably elsewhere.) It's a fine compact, affordable, good handling wagon. I tried to interest my wife in one a year ago but like many short stature consumers (i.e. females) she preferred the higher driving position afforded by a crossover. I can't say I blame her when daily driving consists of being surrounded by humungously tall SUV's and trucks. It's much like an arms race. The only defense is to emulate the enemy.
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  51. Don't say this often but I think the new Kona and its stablemate the Soul EV are game changers with the extended range Bolt and Leaf close behind. No disrespect for the Tesla Model 3 but it's not a mainstream vehicle either in price or familiar features. On the other hand extending the range of mainstream priced EV's to circa 250 miles transforms the utility of a vehicle. On the west coast (and elsewhere) where one-way commutes are frequently 40 miles or more an EV with a range of 100-120 miles has to be recharged every day. A range of 250 miles not only eliminates range anxiety, it enables an owner to recharge twice a week or less frequently. It even opens up the possibility of a weekend trip that's off limits for a vehicle with a range of 100 miles, or so. I'm hoping that Tesla remains a viable business and continues its record of innovation but at the turn of the last century it wasn't Mercedes Benz that transformed industrial society though it more or less invented the automobile. It was the Model T.
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  52. Nice vehicle but it's outshone by the RDX.
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  53. Looking for a huge midsize SUV (At 199" long, it's exceeded only by the Durango and the Chevy Traverse.) with by far the least passenger and cargo room in the entire midsize category, the CX-9's for you. Overall passenger space measures 134 cubic feet. The KIA Sorento (10 inches shorter) has 153 cubic feet and others, also shorter than the CX-9 offer much, much more. Not surprising one can bang a knee in the cramped driver space. Overall cargo space is less than a Honda CR-V and a Subaru Forester. Congrats on fitting in the third row. The legroom (29.7") is less than an inch more than a Mustang's back seat and once again less than any 3 row competitor. Favorite drive train in the category? Really? A turbo 4 when every other rival other than Subaru offers a standard or optional V6 that's smoother with more linear power delivery and less noise? To their credit, Mazda added sound insulation and acoustic glass in 2019 to cope with customer complaints. C'mon guys. The sales tell the story. The CX-9 Signature trim has elicited widespread praise. But the initial positive reception has cooled. In the US sales have been dropping year on year since June of 2018.
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  54. Don't you mean "Canary?" :)
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  55. Yuri, your monologue about your collections suggested you were REALLY lucky to find a woman who would marry you. :)
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  56. VW substituted a conventional 8 speed torque converter transmission for the DSG in North American versions of the Arteon. The claimed rationale is that many Americans are uncomfortable with the behavior of a dual clutch transmission both when stopped on an incline and in terms of the "manual" like shifting behavior. Personally, I find the DSG to be a superior choice.
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  57.  @dibtojyoti10  Without doubt the DSG can handle a Stage 1 tune. When I had my MK6 GTI tuned the tech at Achtuning (Redmond, WA), one of the most experienced APR shops in the US, asked if my GTI was manual or DSG. When I replied the latter he said, "Good. We won't have to have 'the talk' about upgrading or periodically replacing your clutch." He was right over the 40,000 miles I put on the car after the tune.
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  58.  @ipvelocity1873  Take a look at the APR website. https://www.goapr.com/news/2014/07/16/apr-presents-the-apr-stage-1-mk7-gti-2-0t-ecu-upgrade/ The info from APR claims increases of about 75 HP and torque compared to stock. Obviously, the figures provided are from APR but I have no reason to think they're inaccurate from my experience with the Stage1 ECU tune combined with the MQB Carbon Fiber Intake System in my Gen6 GTI. Power increases are immediately obvious and HP and torque curves are linear and not at all "peaky." Note that the figures APR claims are with 93 octane fuel. The best we get in Washington State is usually 91 octane so power is likely somewhat less than claimed here. Some things to keep in mind. () Stage I tuning does NOT invalidate an existing warranty unless an issue can be shown to result directly from the ECU modification. For example, if you manage to burn up your turbocharger it likely will not be subject to a warranty claim but if you have a suspension issue it would be covered. () After putting about 40K miles on my last GTI with a Stage 1 tune, I never experienced any issue, whatsoever. But I'm a fairly conservative driver on the street and seldom take the engine to red line, much less beyond it. If that doesn't describe you, YMMV. () If you have a manual transmission count on periodic clutch replacements, ideally with an upgraded unit. With a DSG that's not an issue. In addition, count on more frequent tire replacement and rotation. Putting 300 or so HP in a FWD vehicle will almost inevitably mean more tire wear. Follow a more frequent schedule for maintenance than with a standard tune. I personally change oil at 5000 mile intervals for example. In my case, my fuel economy dropped about 1-3 mpgs on average. Accessing the engine's new found power is rather addictive.
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  59.  @dha588  Estimates depend on a number of factors. A conservative estimate based on dyno testing of my MK6 (2013) GTI put it at 290 HP or so. Others get somewhat higher HP results using 93 octane fuel but 91 is the best available in Washington State.
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  60.  @M_773  I can't speak for more extreme modifications including replacement of the GTI's turbocharger but my experience with an APR Stage I+ tune on a 2013 MK6 DSG GTI over 40K miles was virtually no impact on a 100% record of reliability. A more valid, though still not a scientific, sample are reports from a local (Seattle area) group of GTI and Golf R owners and various other owner boards. Based on those reports I'd say the impact on reliability is negligible if not non-existent.
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  61. <sigh> The typical comment claiming that vehicle X is copying vehicle Y. All cars have 4 wheels. All SUV's in a given size category share a number features in their looks. Just because vehicles with similar missions share looks doesn't mean one is "copying" another.
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  62. You guys both make me want to be 14 again and remind me that I'm grateful I'm not. :)
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  63.  @danitimnev2102  Yes, you're right. I think the US version of the Tiguan is known as the Tiguan "Allspace" in other markets. The "normal" Tiguan was never a success in the US despite its superior handling. It's still for sale here as the Tiguan "Sport" but I suspect it will disappear altogether from the US in the near future if it hasn't already.
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  64.  @canadabear72  One of the most important design decisions a manufacturer makes is what consumers are likely to "cross shop" with a particular model. Obviously there are no "official" SUV categories but Hyundai has apparently decided that it's to their advantage to appeal to consumers considering a CR-V or a Rav4 but who want more passenger and cargo space. The Tucson doesn't meet that challenge. By setting the MSRP for the Santa Fe just a bit above the so-called "compact" category largely defined by the CR-V and Rav4, Hyundai hopes they can lure those buyers.
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  65. Nice car. Good price compared to competitors but for me it's a GTI, thank you.
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  66. Thanks for the clarification. Just wanted to be sure your opinion was worthless.
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  67.  @knightridder2002  Wow! I can understand your attitude given your experience. On the other hand, the last six vehicles I've owned have all had sunroofs and I've never had a problem with a single one.
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  68. That's a pretty important life choice to be based on the requirement for a 6"x9" piece of metal.
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  69. There are some apples and oranges in their list of comparable vehicles included by the boys above. The RAV4 is solidly in the "compact" crossover category along with the CR-V, the Subaru Forester, and the Hyundai Tucson. Other competitors in the category include the KIA Sportage, Chevy Equinox, Ford Escape, and the Mazda CX-5. All are between 179" and 182" in length. On the other hand, the Subaru Outback, Hyundai Santa Fe, and Honda Passport along with the Jeep Grand Cherokee, Ford Edge, KIA Sorento, NIssan Murano, and Chevy Blazer are on the smaller end of midsize crossovers between 188" and about 192" in length. The Nissan Rogue and VW Tiguan at 185" long fall between the two categories. Either large compact or small midsize SUV's. Each, however, is aimed at a compact crossover shopper. Finally, the Honda HRV, Toyota CHR, and NIssan Kicks along with the Nissan Rogue Sport, Mazda CX-30, and CX-3 all fit into what is considered, in the US at least, a sub-compact category where vehicles average about 170" in length. It's odd, of course, that Mazda has two vehicles in the category. But at least in the US, that's likely to be a short term issue if Mazda opts to withdraw the CX-3 from the market in North America. I'm betting they will. So why does all this matter? Primarily to aid in comparing vehicles that aim at the same consumer categories. Few customers will cross shop a Honda HRV vs a Toyota RAV4, or a RAV4 vs a Ford Edge. They're radically different vehicles. On the other hand, a consumer might do well to compare a Hyundai Santa Fe with a Honda Passport.
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  70. Not quite correct. The GTI has a larger sunroof than most of its rivals and much larger than the previous MK6 GTI. (I've owned both.) But it's not nearly as large as the Elantra's which has a true panoramic sunroof. I know about this stuff because I live in the cloudy Seattle area where getting as much light into a dark GTI cabin with black leather seats is more than a nit.
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  71. The Palisade (built in Korea) is aimed at the Asian market. The Telluride is built in the US and aimed directly at the North American market. It's not even available in Korea.
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  72.  @dollarn9ne  Actually, the existence of commercials depends on the specific channel. Some have commercials, some don't.
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  73. You could be correct but I suspect that the Palisade's name is derived from the Pacific Palisades in California.
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  74.  @mogradme8535  Although I'm inclined to agree, KIA is following the same pattern as Toyota and Nissan with AWD offered only on their non-performance models. The reason is obvious. Though self-styled "enthusiasts" always lust for more power, sales of midsize sedan performance versions are tiny. In the case of the Camry, for example, only 5% of all Camrys are fitted with V6 engines. And only 6000 TRD models (with the V6 engine) are slated for production in 2020 and 2021. That is a tiny fraction of overall Camry sales and Toyota undoubtedly believes (correctly) that adding AWD is simply believes it's not a profitable decision. Neither Nissan nor KIA with far fewer sales than Toyota are even less inclined to invest in models that will sit unsold on dealer lots.
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  75.  Богдан Кондратов  I'm not sure how you can pack more misinformation and unsupported proclamations in such short posts. I'm very fond of KIA's having owned two over the last decade but their 4 bangers are simply not strong engines either in terms of fuel efficiency or performance. As for the Arteon's engine being "overboosted," that's simply ridiculous. The E888 engine in the GTI, Golf R, and the Arteon is a very strong engine and capable of extensive tuning with virtually no impact on reliability except for the need to upgrade and/or replace the clutch in a manual transmission version.
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  76.  @langlebl  DItto on the Nappa leather in my Sorento.
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  77.  @lungulet  Unclear where you live but "importing" a vehicle that isn't sold in the US is a tremendously complicated and expensive proposition. Perhaps not in your country.
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  78.  @lungulet  Same process in the US but it's very, very expensive. I'm not sure whether the Palisade will be available in Sweden but I suspect it will. It's the model designed for the international markets.
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  79. Always good to hear from Apple fanboys.
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  80.  @jaredstephenson6468  Flip phones forever, eh? Just where can you buy a Windows phone?
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  81.  @TheStraightPipes  Well, Toyota's Avalon suggests they believe 60 is the new 40 so perhaps "almost 40" is the new 20. ;)
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  82. Or 3 Santa Fe's.
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  83. Apparently every manufacturer equates quilted upholstery with "premium," "luxury," or "cool." Unfortunately it reminds me of the sofa in my grandmother's living room.
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  84.  @DeniJasmina  There will be a MK8 GTI. That doesn't mean it will be available in the US before the 2021 calendar year. As far as the Golf is concerned, VW has announced it won't be exported to the US for the 2020 model year. Whether it comes back in 2021 is questionable at best. VW is putting more eggs in its Jetta basket and fewer in the Golf basket in the US.
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  85.  @DeniJasmina  VW is following the same pattern they followed when the GTI MK6 was replaced by the MK7. The MK6 ended production with the 2013 model and the MK7 began with the 2015 model. Production of the MK7 has now ended and the next GTI will be the MK8. That model may be released in Europe as a 2020 model but it is doubtful that the US will receive any before the beginning of 2021 and it may be designated as 2021 model in the US.
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  86. <sigh> I've lusted after an MX5 for years but with a wife, a daughter, and a dog I'll have to stick with my GTI.
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  87.  @irandoosty  Automotive designers have known for about a hundred years that a long hood and short rear deck suggest a vehicle with potency and performance, factors that are especially appealing to many males (for obvious reasons). If you doubt that, take a look at virtually any sports car introduced since 1920. In the case of the Mazda SUV's and the Mazda6 there's another factor, as well. The 2.5L four banger in both its naturally aspirated and turbo applications requires a massive exhaust manifold located behind the engine. That forces either significant reduction of interior space, a much longer vehicle than would otherwise be needed, or in the case of CX-9, both.
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  88. "I downshifted with my hand..definitely the most pleasurable thing ever..." Buddy, you need to get out more.
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  89. It's probably the best application of the Mazda turbo 4 engine but the CX-5 sacrifices utility in the form of passenger and cargo space in favor of its exterior design with an extended distance in front of the driver/front passenger door.
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  90. SpikeRR: That was my assumption. Puzzling that Subaru hasn't managed to correct the problem.
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  91. If you were to put in an order for the top trim Telluride today, you might well be waiting "till next year" to have it delivered. The wait list at my local KIA dealer whose policy is NOT to add a second sticker to the price stretches to December.
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  92. Mini's are great fun, reminiscent of a rocket powered roller skate. But one has to wonder just how long BMW will be willing to pour resources into vehicles whose sales continue to tank. In 2013 Mini sold over 66,000 vehicles in the US. In 2018, the figure was 44,000 and for 2019 sales through October are down nearly 20% over the previous year.
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  93. Suffice to say that VW isn't going to try selling the MK8 Golf R at $90K north of the border and $70K here in the US. In fact, even a top trim MK7.5 GTI has an MSRP in Europe that converts at current rates to about $54,000 (USD). Needless to say North Americans aren't prepared to pay those prices for any Golf variant. But while we get a bargain on both the GTI and the Golf R, our versions typically lack a number of features including lots of bells and whistles that come on European spec versions. I expect the MK8 Golf R will sell for the mid $40K range or slightly less but I also expect it will lack a number of the features highlighted in this video.
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  94. The Telluride and Palisade are obviously more than cousins. More like fraternal twins. But the Palisade projects a sort of "urban" luxury vibe compared to the Telluride's "rugged" luxury feel. The reason lies in the different national markets at which each is aimed. The Telluride is exclusively designed for and built in North America. It's not available in Asian and European markets. Not even in Korea. The Palisade is built in Korea and aimed at a much wider international market (in addition to North America.) North Americans find "rugged" luxury very appealing. Not so much in the rest of the world where "pure" luxury has much greater appeal. In the US and Canada the Telluride competes with a number of mainstream SUV's with MSRP's of $50,000 (USD) or less. In most international markets the Telluride is a budget alternative to European luxury brands and is especially attractive to a growing middle class in Asian nations where there is no more obvious badge of economic success than a large luxury vehicle. (China, of course, is the 800 lb gorilla in that room.) Hyundai and KIA are especially adept at designing vehicles that share platforms and components while differing enough to appeal to different market segments. (e.g. Santa Fe vs Sorento, Stinger vs Genesis G70). The Palisade and Telluride are among the best examples.
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  95. No, it's not a GTI, much less a Golf R. From a driving experience perspective, it isn't even a European Passat (or the forthcoming Arteon in the US.) What it is, though, is a bargain. Here in the US Pacific NW real world prices for the GT are between $25K and $27K. At that price it comes with a more or less bulletproof V6, very attractive styling (at least for those who think the new Accord and the Camry look like they were inspired by a1930's Flash Gordon spaceship design),the longest bumper-to-bumper transferable warranty in the industry, a DSG transmission that can be driven as either an automatic or a manual (and acts that way), and an accommodating interior with best in class back seat room for adults and growing teenagers. Does it have weaknesses? Of course, it is after all a car that was the result of American VW dealers begging for something that would bring midsize "sporty sedan" shoppers into the showroom. VW responded with a quick facelift that required almost no investment in design, engineering, or production changes. And all those savings contributed to the very good price. What are those weaknesses? Tires are first on the list. Easily fixable, especially considering the purchase price of the car. Brakes. Again easy to upgrade at minimal cost. Suspension tweaks. Ditto. Even some minor HP/Torque tuning upgrades available from firms like APR that improve acceleration among other things. Add it all together and the price is still thousands less than a roughly comparable Camry or Accord minus some bells and whistles. As a serial GTI buyer I'd love to see VW introduce a true midsize sport sedan. But wait. They already sell more than one with an Audi badge. And VW is understandably unlikely to cannibalize Audi sales at VW prices. In the absence of such a vehicle and at the price of the Passat GT, it's worth serious consideration. Edit: Forgot to answer the question posed. For the real world price of $25-$27K (USD), I'd take this over a comparably equipped Honda where discounts are rare and the out-the-door price is likely to be at least $3K more.If it weren't for the discount, though, the Honda would be the choice. Compared to the Camry V6, it wouldn't be a difficult choice even at MSRP for the Passat. The Camry looks looks like a Hot Wheels sedan that grew up. No navigation short of a $1000 option package and no Apple Carplay/Android Auto, it's no competition.
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  96. Interesting. At that price point I'm wondering how much cross shopping will take place between the top trim Honda Accord 2.0 Touring and the ILX. Engine advantage goes to the Accord (imo). A 10 speed AT (Accord) versus a DCT in the ILX. Personally, I'd prefer the DCT. Others might differ. Exterior looks? I'd have to go with the ILX. Bells and whistles? Take your pick. Dealer "experience"? Acura takes that hands down. Brand "prestige"? That's another Acura win but I have to wonder how much "prestige" actually attaches to the ILX. Do the neighbors say, "Wow! Nice Acura" or "Gee, guess Charlie could only afford the ILX."
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  97.  @TerribleUsernameAmirite  Undoubtedly. As long as they don't have to actually purchase the i30N at a significantly higher price. Internet preferences are worth exactly what you pay for them.
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  98. Lots of fun, guys but hopefully there are some "adult" reviewers who can provide information about the 4Motion system in various vehicles for those who want to, you know, drive rather than drift the cars.
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  99.  @TheStraightPipes  touche :)
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  100. Owned an RX-8 for five years. A very unique and much loved vehicle with several major faults. First, driven VERY carefully I could squeeze 19 mpgs out of it. Less carefully and much more fun and the vehicle's fuel economy rivaled that of a Lincoln Navigator, around 14 mpgs. Ludicrous. Second, the 9000 RPM red line was impressive but totally unusable for most driving situations. All in all, the torque (or lack of it) made it feel like I was driving an automobile with an engine from a 650 cc Japanese motorcycle. Not exactly usable as a daily driver when it required WOT on city streets. Third, and worst of all, if the ignition was shut off before the engine reached full operating temperature, the engine was VERY likely to flood. Not a big deal in most vehicles but in an RX-8 the car would NEVER restart. Had to be taken to a dealer or a mechanic with a lift to replace the engine's single spark plug. In the last year or two years of production Mazda even added a message in the cockpit to warn against turning off the engine that disappeared when the car had warmed up. I learned to deal with it and installed a more powerful battery that was less likely to stall when starting the car but that required removing the engine cover and on two occasions when my wife drove the car, it left her stranded when she flooded the engine. In its defense I'd note that the car was great fun on deserted mountain roads and the backseat made it more practical than a Miata. Capable of seating most average size adults it was a second home to my big dog. I eventually replaced it with a GTI and never looked back.
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  101. Because the last time they tried to sell the Euro version of the Passat in the US, they could hardly give them away.
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  102. No question that the Aviator is a better choice than the Caddy. A more interesting question is whether it's a better choice than a top trim Explorer with an MSRP at or above $60,000 USD. For $4K to $5K more one can option an Aviator "Reserve" trim with a far superior interior, more power than the Explorer, and a tow rating of 6700 lbs vs the Explorer's 5600 lbs. It's not the top trim Aviator but it's far better than the top trims of the Explorer. And if you're prepared to pay $60K for an Explorer the additional $5K (USD) is a small price to pay.
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  103. Not only can you electronically raise/lower the third row seats, you can get through an entire chapter of War and Peace while you wait for the SLOWEST seat lowering system in the entire world! Oh, yeah...And you lose three cubic feet behind the rear seat to accommodate the plumbing the electronic seat control. Oh well, it's more "luxurious" to have a motor lower/raise the back seat than simply pushing and pulling the seat back, especially if you're built like a T-Rex. :)
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  104. Want a manual Golf R? Better hurry. I'd bet the farm it will be gone in the next model year.
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  105. GTI patisan here. I've owned several, most recently the last of MK6 versions (2013) and a 2018 MK7.5. Unlike those who dissect each and every model to praise or condemn tiny changes in wheels, grills, lights, seats, etc., I appreciate each of the various versions as variations on a common design. Looking at every GTI from the first to the eighth generation and it's clear they're part of the same family. Fun to drive, practical with excellent visibility and an unmistakable family resemblance. Now that VW has largely given up trying to sell their Eurospec vehicles in North America, the GTI, Golf R, and Arteon stand more or less alone as the sole representatives of what VW sells in Europe. I appreciate that. I doubt I'll be trading my 2018 GTI for the 2022 model. No more than I'm inclined to trade my faithful dog whose second home is the back seat of my GTI for a newer, younger model. (Or for that matter trading in my wife.) But I appreciate the fact that VW continues to produce GTI's that are evolutionary versions of their ancestors.
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  106.  @willjacobs4101  The CX-9 does handle well but it's no "faster." 0-60 times are virtually identical at a bit over 7 seconds. And for long distance cruising at high speed, a naturally aspirated V6 offers smoother power delivery and great long-term durability.
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  107.  @crk58241  You're correct that the CX-9 is suitable for small families who don't need to carry much. It should fulfill at least that requirement considering that at 199" long the only larger midsize three row suvs are the Dodge Durango and the Chevy Traverse. And that's with less cargo space than a Honda CR-V or a Surbaru Forester. In short, the CX-9 design is the most space inefficient in the entire automotive industry. It does drive relatively well on secondary roads but the primary mission of 3 row crossovers is coping with suburban traffic and public parking lots, neither mission being helped by a grossly oversized vehicle. For canyon carving there are a myriad of better handling vehicles with about the same amount of cargo space and a foot or so less length to drag around. Then there's the fact that practically every other 3 row midsize crossover offers a standard or optional V6. (Only the Subaru Ascent limits the choice to a turbo 4.) The engine in the CX-9 in works well in the Mazda6 and even in the CX-5 but the CX-9 is at least 800 lbs heavier than a Mazda6 and about 500 lbs heavier than a CX-5. Add passengers, fuel, and gear/luggage to the vehicles and that difference can grow by at least another 200 lbs. A fully loaded CX-9 can weigh close to two and half tons! There's a reason that almost every other manufacturer offers a V6 in vehicles the size of the CX-9. A relatively small displacement turbo engine propelling that much weight raises a serious question on long term durability.. When the latest version of the CX-9 was introduced last year it generated a lot positive comments from reviewers largely focused on its undeniably upscale "Signature" trim. But there's a reason that beginning in June of 2018 sales of the CX-9 began to drop below monthly sales from the same month the year before. And that trend has continued throughout 2018 and this year.
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  108.  @crk58241  You're correct that a number of manufacturers are offering turbo4's for some of their SUV's. But in almost every case those brands also offer larger displacement V6's in their large midsize crossovers. Some don't even offer turbo 4's in their larger vehicles. Comparing the CX-9 to the Audi Q5 is something of an apples to oranges comparison. The Q5 is about the same length as a Subaru Forester and only a couple of inches longer than a CR-V or a Mazda CX-5. Its curb weight is about 300 lbs (!) less than a CX-9 and more like 500 to 600 lbs less when filled with its maximum capacity of 5 passengers. And speaking of weight, if Mazda decided to go with the turbo4 to save weight, it's worth noting that at 4383 lbs curb weight, the CX-9 is heavier than a Honda Pilot (4319 lbs) or a Kia Telluride (4354 lbs) each of which has a V6 engine. In fact the reason Mazda uses a 4 cylinder turbo engine in the CX-9 is the same reason Subaru uses one in the Ascent. As the smallest independent mainstream automotive manufacturers in the world, they don't have the resources to design and produce the same variety of engines as their rivals. I don't doubt that the CX-9's performance when new is adequate. It's the durability of a more highly stressed small displacement turbo engine in a very large, heavy vehicle that's an issue. Physics is physics. The nationality of engineers and the location of production facilities doesn't trump that.
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  109. Not for the North American market. The Atlas has replaced the Touareg here.
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  110. Hey, Guys. The new Tucson is a vast improvement over the previous generation. But KIA should eliminate the committee that is presented with a finished design and charged with the task of adding bulges and creases here, there, and everywhere. Some models suffer more than others but the Tucson is among the worst. Kudos for the comments about the utterly stupid placement of the taillights. Frankly, I'm surprised that they aren't prohibited by law. The mandate of the high mounted center brake light a few years back eliminated a huge number of rear end collisions. The taillight placement in the rear bumper is a similar hazard. But the rear end isn't the only BAD light placement decision. The stacked headlights just above the bumper that Hyundai is so fond of (lookin' at you, Palisade) is ridiculous, as well. I live in the US Pacific Northwest. Each year the spring thaw brings many tons of rocks and gravel down from the mountains to highways below. Drivers here learn to give huge trucks extra distance ahead after they've replaced a couple of windshields shattered by the rocks propelled like bullets from the vehicles they're following. Putting the headlights barely above the road makes them vulnerable not only from logging trucks but from smaller vehicles as well. A VERY bad design. Otherwise, the Tucson has much to recommend it but if I were in the market for such a vehicle I'd hold off to see what the closely related KIA Sportage has to offer when it gets its generational update hopefully including rational placement of headlights and taillights.
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  111. Guys, I've thought for many years that the difference between an SUV and a CUV lay in the fact that the original SUV category included body-on-frame platforms derived from trucks while CUV's were unibody platforms based on passenger cars. By that definition there are few true SUV's left in the marketplace, almost all of which are large vehicles such as the Navigator. You seem to have some other distinction in mind in categorizing a QX50 as an SUV and the XC40 as a CUV. Can you explain?
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  112. By current standards among available EVs the MX30 is NOT a "MEDIUM DISTANCE EV!" It's a short range urban/suburban runabout for those who either never leave their local area or have another vehicle to do so.
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  113.  @stephenplays560  Not quite. An Escalade is actually quite a bit larger at 204" compared to the Telluride at 197". The brick-like profile of the Telluride projects a larger image. It's actually less than an inch longer than a Pilot or an Ascent.
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  114. As Jakub put it, it's the little things that add up to the Civic for me. Neither is a vehicle I'd purchase but last year I seriously considered replacing my MK6 GTI with a midsize sedan and the Accord topped the Camry in that comparison. (In the end I couldn't bear to give up my GTI so I replaced my 2012 model with a new version.)
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  115. Yeah, but did you like the Telluride? :) A few points.... () The Telluride and the Hyundai Palisade are more than corporate cousins. More like fraternal twins. The list of what they share is long; how they differ is a very short list. But there are some differences in DNA. The Telluride is designed for and built in North America. It's not even offered in Korea or other Asian markets. The Palisade is built in Korea and aimed at an international market, especially in Asia. The top trims of each verges on "luxury" but the Telluride has a definite "rugged" vibe. Yuri is right on in his comment that the Telluride's looks are "Land Rover-ish." If you're an Asian consumer where extreme poverty was near universal only one or two generations ago, "rugged" looks are less appealing.For countries with an emerging middle class consumers are drawn to European luxury vehicles and the Palisade is a way to demonstrate one's economic success at a bargain price. As a result the Palisade more closely resembles BMW's, MB's, and Audis than Land (and Range) Rovers. () There will be the usual internet comments bemoaning the absence of a "performance" version of the Telluride with a turbo engine, possibly the twin scroll 3.3L mill in the Stinger and the Genesis G70. But that's likely to be a forlorn hope. In the first place, the demand for high performance mainstream 3 row SUV's is minuscule. A few manufacturers offer such vehicles, most notably the Ford Explorer ST and the Durango SRT. But with MSRP's approaching or over $60,000 they're a low volume "halo" model meant to draw customers into dealer showrooms, not to sell in volume. For the vast majority of customers scalding 0-60 and quarter mile performance ranks about 25th among the top 10 features of a mainstream 3 row crossover. Secondly, KIA is already challenged to meet the demand for the Telluride, especially its top trim (SX-L in Canada SX with the "Prestige" package in the US.) Does it make sense to divert even a small fraction of production to a vehicle with limited appeal when other customers are already on a waiting list or paying prices above MSRP for the current models? Finally, the Hyundai/KIA conglomerate is committed to a true luxury SUV from the Genesis brand. Arguably it may make or break the brand. That vehicle is rumored to have a turbo V6, possibly another version of the 3.8L Lambda engine. Would it make sense to offer the same engine in the Telluride and Palisade? I suspect any executive who suggests it would be putting the contents of their desk in a cardboard box soon after.
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  116. Like many (North) Americans you want VW's to be more powerful (on paper) and cheaper. That often goes with "bigger." Europeans tend to prefer smaller displacement more fuel efficient engines and are prone to be more careful about maintenance in vehicles they pay a premium to purchase in the first place.
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  117.  @jmoore4156  It's important to understand that VW doesn't expect to sell many Arteons in North America. In fact, there was a question whether it would even be offered in the North American market, at all. The new VW CEO, however, has said that regardless of sales he felt it was worthwhile to offer it as a sign of VW's European roots. In fact, however, it has done somewhat better in the US than VW expected. When I drove one of the first ones available here in the Pacific Northwest, my local dealer said they expected to receive only 3 units before the end of 2019. As it happens, they've sold nearly a dozen. The Seattle market is a relatively strong one for European sedans so that doesn't necessarily say much about the overall marketplace. Nevertheless, the Arteon is outselling the Audi A7 nationwide. (Not surprising considering the price difference.) But it's worth noting that KIA's hopes for the Stinger haven't lived up to expectations. In the last few months they've sold only about a thousand Stingers a month. That's about three times Arteon sales but sales are down significantly compared to 2018. All in all, of course, sedan sales have tanked in North America. So neither KIA nor VW is likely to put many more eggs in the baskets of either the Stinger or the Arteon. And given the relatively strong sales of the Arteon in Europe North America will remain a sideshow.
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  118. They will.
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  119. Not a big fan of the baby blue color scheme. And personally, I'd prefer the i30N over the Veloster. But at least it doesn't look like a life size version of a slot car. (Lookin' at you Civic Type R.) As a GTI fan and owner, I'd say this. Hyundai and their German designers/engineers have done a remarkable job of producing a track ready, affordable sports car. If the GTI and Golf R are great daily drivers that with minimal cost can be made into great weekend track vehicles, the Veloster N is an excellent track vehicle in stock form that appears to be a reasonable daily driver. And that's some accomplishment.
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  120. The most appropriate comparison is with the Kia Sorento. Other than the KIA's V6 and three row seating, the vehicles are virtually identical.
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  121. My second car was a '61 Beetle with a folding sunroof. (My first was a '54 Kaiser with a back seat large enough for two teenagers to lie down in. :) ) The Beetle met its end when it threw a rod through the engine block on a trip from Oklahoma to Chicago. Nevertheless, happy memories.
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  122. VW has experienced repeated challenges for their Euro-spec vehicles in the North American market. The excellent Euro Passat was replaced by the larger, cheaper (both in price and features) American version and sales zoomed. Same story with the Tiguan. The Touareg has been replaced in the US with the Atlas. The current larger, cheaper Jetta is not even offered in most of Europe. And the base Golf isn't slated for export to the US.
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  123. Both the KIA and the Hyundai are among the quietest brands on the market. Extensive use of acoustic glass and sound insulation.
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  124. Spend some time in (beautiful) Santa Fe and you'll understand the reference. Or just look at the New Mexico state flag.
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  125. Sorry to introduce the dreaded issue of "practicality," but stay with me. I've lusted after Miatas for years but I have a wife, a teenage daughter, and a big dog. With the MX5 I'd have to go alone or leave two of them at home for any drive. Though the BRZ's back seat is a torture chamber, it's at least possible fit all four of us (daughter and dog in the back) for short jaunts. Giving up the top down option of the MX5 is tough but here in the Pacific Northwest (US version) that's a relatively rare pleasure anyway.
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  126. Sadly, North America isn't getting the new base 2.5L turbo 4 for 2021 available in Korea. While the V6 versions of the Stinger are almost completely unchanged, for those who prefer a lighter, more nimble version of the Stinger the replacement of the 2.0L turbo with the new 2.5L engine from Hyundai (and available in a variety of Hyundai, KIA, and Genesis models) is a huge upgrade.
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  127. Sorry, Yuri. I drove MT's for about 40 years before purchasing a DSG version of the GTI in 2013. I get the feeling that those who complain about its lack of "engagement" don't understand that in manual mode the DSG provides the same level of "engagement" as a manual transmission which in fact the DSG is--an automated manual transmission that simply eliminates the requirement to manually disengage/engage the clutch. Try this thought experiment. Imagine that in an alternate reality the DSG had been around for decades before the introduction of a three pedal version of a manual transmission. Had that been the case I strongly suspect that there would be howls of protest that a conventional MT needlessly introduced the requirement to manually depress the clutch when selecting another gear. Why introduce a "feature" that slowed the reaction of the vehicle in the process of selecting a gear when a flick of a thumb on a paddle shifter or a push/pull on the gear selector between the seats resulted in the same outcome quicker than a human being could possibly accomplish while reducing overall performance to boot. A conventional MT would be widely viewed as a step backwards. I consider the DSG in my GTI to offer the best of both worlds. When I drive in manual mode, as I do about 80% of the time, I select each gear just as I always did with a conventional manual transmission. And when I'm stuck in traffic creeping along at 2-25 mph every 100 yards, I simply let the DSG select the appropriate gear. Less "engaging?" I suppose it is but repeatedly pumping the clutch pedal in that environment is hardly a driving experience I crave. The only "engagement" I lose with the DSG is that the transmission automatically downshifts to second and then to first gear as I slow to a stop even in manual mode. Again, that's not an experience I long for. Finally, there's one other engaging experience I miss in my tuned GTI, the periodic clutch replacement necessitated by the increased power of the GTI's engine. The stock GTI clutch can't handle the additional torque and horsepower of the tuned engine; the DSG has no difficulty doing so. So I've traded the "engagement" of clutch replacement with significantly greater power of a Stage I tuned GTI engine. Seems like a fair trade to me.
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  128. Looks to be a good effort by Toyota. And it needs to be considering the importance of the RAV4 among Toyota's stable. The baby 4Runner looks are attractive. Have to wonder though how well all the angles and creases will age in terms of looks. In general rounded designs tend to age better than sharp creases. (See '80's vehicles that looked old in a few years.) As far as the competition is concerned the CRV is the biggest threat in terms of sales. And in terms of cargo capacity, the CRV is cavernous compared to the RAV4, at least in the way that Honda apparently measures interior space. Otherwise, the naturally aspirated and somewhat larger RAV4 engine, the traditional geared transmission, and Toyota's legendary reliability should be enough to protect Toyota's significant sales lead. Mazda fans will tout the CX-5 but at 59.6 cubic feet of overall cargo space the CX-5 is seriously cramped compared to virtually every other competitor. The CR-V offers 25% more overall cargo space at one inch longer than the CX-5. The Mazda fares better against the RAV4 but it still has over 10 cubic feet less cargo space in a vehicle only an inch shorter. In fact, the CX-5 has only about six cubic feet more cargo space than a VW Golf, a vehicle that's about a foot shorter! As far as the versatility provided in terms of cargo space, the Subaru Forester is the champ in this segment. At up to 76 cubic feet of total cargo space behind the first row, it's larger than the humungous Mazda CX-9 and it's 17" shorter. Some will like Subaru's full-time AWD in every Forester but the CVT and what I suspect is lower MPG's in the real world will turn off some. And Subaru isn't known for its top notch interiors. That will hurt to some degree. But Subar-ites are a very loyal "cult." The Forester won't seriously threaten the sales of the RAV4 but it will do well. Finally, the Hyundai Santa Fe is an intriguing alternative. But at 188 inches long, it's really in the "tweener" rather than the "compact" size category. It's about 7 inches longer than the RAV4 and 10 inches more than the CX-5. And that extra length buys both more passenger room and cargo space. The Santa Fe has a turbo engine--good for performance but not for mileage. At the top trim level it's considerably more premium than a comparable RAV4. And though it's MSRP at that trim level is higher, it's likely to be about the same price in "real world" dealer prices. All in all Toyota will continue to crush everything else in terms of sales. But depending on one's priorities there are some compelling alternatives.
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  129. Perfect vehicle for "Fast and Furious XXX." Otherwise, it's ridiculous.
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  130.  @zaitcev0  Hmm...I'm usually the one complaining about the bloated size of crossovers. The CX-9 is my favorite whipping boy on that score. At 199" long it's longer than almost every other midsize crossover yet offers less interior space than a Kia Sorento at 189". I'm not sure, though, that the RDX merits much criticism. At 187" it's shorter than a Honda Accord and only about 3 inches longer than the largest Honda Civic. That might be too big to fit in some garages but you give up a lot of passenger and cargo space in the tradeoff. You're right, of course, that the RDX is a class category larger than the XC40 and as a GTI driver I can identify with the advantages of a small yet roomy vehicle. The GTI at 168" is even shorter than the XC40 (174") and provides more overall cargo capacity. I suppose I'm puzzled overall about the appeal of this class of sub-compact crossovers. Unless one is enchanted by the looks of a crossover and don't need the utility of that kind of vehicle, I just don't get it.
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  131.  @dha588  If you're talking about APR the "+" (i.e. Stage I+) simply signifies the inclusion of a backup warranty that matches the VW warranty for the years/mileage remaining on the stock version of the car.
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  132.  @dibtojyoti10  I had excellent service from my Stage 1 APR tune. Put it on at 40K miles and drove it until I sold it at 80K miles with no isues, whatsoever.
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  133. Answer: Because comparative HP and Torque specs are largely meaningless, especially when they're so close.
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  134.  Богдан Кондратов  What nonsense. Having put over 100K miles on a GTI with VW's DSG and another 20K miles on my current GTI, I've encountered virtually no problems with either vehicle.
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  135.  Богдан Кондратов  The current owner of my previous GTI has put about 3OK miles on my previous MK6 putting it at 130K miles. When should he expect the transmission to fail?
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  136.  @ChristianC-gy1ym  KIA and Hyundai are interested in selling vehicles. And if being the "next vanilla Japanese car company" with sales five times their current level, they'll be happy.
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  137. OK. I get that "change for change sake" afflicts far too many vehicles. But I wonder what other vehicles the boys would praise for being "old school" rather than slamming a vehicle for being "outdated." A five speed transmission? No smartphone integration? A fuel thirsty engine from the last decade? This looks less like preserving a classic and more like simple neglect.
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  138. Can't speak to the pricing in Canada but in the US it's difficult to justify a fully loaded Explorer ST with an MSRP of $60,000 plus compared to a moderately optioned Lincoln Aviator (Reserve) at an MSRP approaching $65,000. The same V6 and 10 speed transmission, a FAR superior interior both in terms of design and materials, a tow rating of 6700 lbs compared to 5600 lbs, a much better dealer experience, and better resale that compensates to a significant extent for the initial purchase price advantage of the Explorer.
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  139. Veloster N, eh? Loud, overpowered, and no rear visibility. Sounds like a boy racer's wet dream. The rest of the world gets the 2 liter turbo in what North America calls the Elantra GT Sport where it belongs. Too bad.
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  140. Not at the price point of the Fusion, you wouldn't.
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  141. @Anthony Hodgson. "...I haven't driven a new one but I've driven several from the 2000s..." Well, that certainly makes you an expert.
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  142. @Anthony Hodgson. "...I haven't driven a new one but I've driven several from the 2000s..." Well, that certainly makes you an expert.
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  143. Unless you consider at least $10,000 or more "a few bucks" a Golf R for little more than the Passat GT.
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  144. Uh huh...Since VW penalizes dealers for selling the R at less than MSRP, pardon me if I think you don't know what you're talking about. Here in western Washington, the going second sticker price is $2000 to $5000 over msrp.
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  145. Again, I'm skeptical. Since I'm fairly active on various GTI and R boards, I think I would have heard about it and virtually NO ONE has claimed to purchase an R at less than MSRP. And since I know for a fact that VW will look very negatively in the future at any dealer who sells the R under MSRP I have to doubt your claim. Bottom line is that the limited number of R's in the US means that every dealer I know (and that's every dealer in Washington and Oregon) had deposits on their allotment before the first vehicle showed up. If you have any real information to share, I have several friends who would be happy to travel anywhere in the US to purchase an R at less than MSRP. I doubt you'll respond to that.
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  146. WV will tell you the sunroof deletion is an advantage for track work by reducing weight at the top of the vehicle and increasing headroom for a tall driver wearing a helmet. The more likely reason is that VW didn't wish to invest in the very costly separate US crash test regimen that would be required for a Golf R with a sunroof. VW doesn't offer an eGolf with a sunroof in the US for that reason, as well.
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  147.  @MrOseetah  Sorry. Don't agree. Sunroofs from all manufacturers occasionally develop leaks but I've had two GTI's in the last decade and each was watertight. Sunroofs are a matter of taste and folks living in Arizona or Texas may find them worthless or worse but here in the Pacific Northwest where sightings of the sun in the winter usually rate a mention in the local paper, a sunroof is a welcome addition to an otherwise cave like interior.
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  148. "Nothing was left over for the Stinger refresh"??? Beg your pardon. That's far from the truth. While the G70 stuck with its previous 2.0L turbo base engine, KIA replaced that same 4 banger with the new 2.5L turbo that's being placed as standard or optional in at least 8(!) KIA, Hyundai, and Genesis models. With 300 hp and 311 lb ft of torque, that's an increase of 48 hp and 51 lb ft of torque compared to the Stinger's previous (and the G70's holdover base engine.) Furthermore, the previous huge advantage in performance of the V6 Stinger GT models and the base GT-Line is reduced tremendously with the new base engine. (The new engine does 0-60 in 5.2 seconds according to KIA versus 4.7 seconds in the V6 models, a half second. KIA claimed the previous 4 banger's corresponding figure was 5.9 seconds. Other testers had it at about 6.4 seconds.) In contrast the "news" for the V6 engine in both the Stinger and the G70 is an increase of 3 hp. Whoopie! Considering that the US MSRP for the GT-Line Stinger hovers around $40,000, (USD) it's a screaming bargain compared to the V6 GT models and the Genesis G70 with the base engine.
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  149.  @chocolatewheelchair  That's correct. The Ford Fusion Sport (and other Fusions) are gone. Have to say though that having seriously considered the Fusion Sport about a year ago it handled like an overweight pig.
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  150. Don't hold your breath. Ain't happenin'
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  151. Owned the 4 dr 2013 version of this MK6 GTI, the last of the German built and the last before the shift to VW's global architecture. Put 80K miles on it, the last 40K of which were with an APR Stage I tune and intake that made a noticeable difference in performance with only a slight degradation in fuel economy. (The temptation to take advantage of the performance was difficult to resist.) Never ever had a check engine light or any issue, whatsoever, with the car. I would probably still own it except for the fact that I wanted the safety and driver assistance features of the MK7.5 version in 2018 so my teenage daughter could drive it with less worry on my part. This video answered a question I've had about a variety of reviews of GTI's that claim the DSG automatically upshifted in manual mode, behavior that I never experienced either in my MK6 or MK7.5 versions. It appears that both the previous and current versions will upshift automatically if one significantly exceeds the redline, something I NEVER do. I've never made a practice of over-revving my many MT vehicles and I don't do it in my DSG GTI, either. Perhaps that explains why I've had almost no engine or transmission problems with almost every car I've ever owned.
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  152. More like the "Car of the Year" for 1965. Impressive as it is, the 2022 Caddy CT5V Blackwing is a dinosaur and faces the same fate as its ancestors.
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  153. The Borrego was a body-on-frame SUV. The Telluride, like other KIA's and most other SUV"s these days, is a unibody architecture.
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  154. Probably the best application of Mazda's ubiquitous 2.5L turbo engine. The problem is that the "U" in SUV presumably stands for "utility" and in terms of actual cargo space, the Honda CRV provides 25% more than the CX-5. The CX-5 is a stylish vehicle that drives well for an SUV. But in terms of actual functionality, it trails the competition.
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  155. Come on, Yuri. Your manhood will survive a DSG. Personally, over 40+ years of driving I always had at least one manual transmission in the garage. That changed in 2013 when I reluctantly purchased at MK6 GTI with a DSG. When I replaced the GTI with a 2018 version there was no debate. DSG all the way. It has better acceleration than the manual. Shifts faster than any human being. Infinitely better in the stop-n-go traffic around Seattle. And any time I want, I simply put the car in manual mode and drive it like a stick. Best of all, with an APR tune I don't have to replace my clutch annually. Are there downsides? Oh yeah. The DSG adds weight. About the same as a couple of small bags of groceries. But worst of all, I miss the "fun" of manually shifting into first gear when I bring the car to a stop at a traffic signal. The DSG does that for me when I'm in manual mode. God! Do I miss that! :) When I was a kid back in the dark ages power steering was being added to vehicles as an option. I still remember complaints that it made a car too easy for a woman to drive. Real men don't need that s**t. We adjusted.
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  156. It's not a "production" issue; it's a sales issue. Americans have demonstrated in no uncertain terms that they prefer the American version of the Passat. Sad to say but it's true.
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  157.  @murraysampson2501  That's why the Palisade is headed to Australia.
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  158. So the lesson here is that once Apple abandons its own apps and adopts the far superior google apps, it will come close to Android Auto. Got it.
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  159. Just one more piece of evidence (of many) that Canadians are SO weird....uh, well...so "unique." Living currently in the Pacific Northwest and years ago near Detroit, I've had the opportunity to see a lot of Canada over the years. What I've learned is that it's like being transported to a parallel universe which seems at first glance to be largely indistinguishable from the US but on closer and more extended inspection seems, well there's no other word for it, "alien." Canadians are almost unfailingly polite compared to "US'ers. (I won't say Americans because we're all (North) Americans.) Not in the southern US sense of "friendly," but in a sort of reserved way that recalls the good manners your parents taught you and you abandoned years ago. No doubt there are xenophobic Canadians but they don't hold huge rallies where foreigners and immigrants are denounced by their political leaders. In fact, much of the population of Hong Kong moved to Vancouver over the last few decades. And Toronto has been transformed from a sleepy, parochial city to one of the most international cities on the planet. Canadians have a different vocabulary. They punctuate every two sentences with "eh". They mispronounce "about" as "aboot." They have an entire province where speaking English makes you an outsider. But they also have an entire city (Victoria) that appears to have been transported brick by brick from Great Britain. Their version of the Rocky Mountains is more gorgeous and far cleaner than ours. (Apparently, Canadians consider littering to be a capital offense except that they don't have capital punishment.) Many Canadians hunt but they don't hunt one another nearly as frequently as we do. Canadians adopted the metric system with few issues in the 1970's while the US reacted as if it was a commie plot. The put gravy on their french fries. And some guy named Tim Horton supplies coffee to the entire country. Now it appears there's a thriving Plymouth Prowler cult of which I was completely unaware. Perhaps I just haven't paid attention but the closest corollary I can think of is the hardy band of Pontiac Aztek owners in the US. There may well be a Canadian version of that, as well. I wouldn't be surprised. Congratulations, Yuri. Your new car looks like a hoot, eh...
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  160. Here's a solution for all of General Motors' many problems. Take the designers and engineers associated with the Corvette and put them in charge of the entire GM lineup. Not because every vehicle should be a Corvette clone but because the new Corvette demonstrates the ability to hit a design/engineering target at a particular price point. The result is an extraordinary value proposition. Hyundai/KIA has shown what imaginative and competent management/design/engineering teams can do to produce an entire range of outstanding vehicles. GM doesn't have to import such individuals from outside the company. They've already proven what they can do with the Corvette.
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  161. VW doesn't think North America "deserves" a Euro Passat? Considering that VW could hardly give away the Passat when it was identical to the European version, the fault does not lie with VW. I'm not a big fan of the NA Passat but sales increased substantially when VW introduced the US model.
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  162. I can understand that choice if you need a third row only very occasionally and can put a bound and gagged hostage in the third row. I faced a similar choice looking for a three row crossover that I could actually fit in a garage. In my case I went with the KIA Sorento.
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  163. A vehicle designed to excite internet fanboys and draw lookie-loos to Dodge showrooms to ogle a vehicle they can't afford.
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  164. Chances of that happening is zero.
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  165.  @earlharden175  You could be correct, too, Earl. My guess is based on the fact that the Palisade's original design was drawn up by Hyundai's California design studio. But since the Telluride was designed by KIA's California based designers, it kinda undermines my guess. :)
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  166. If you're into a VERY expensive hobby this would be a good time to trade it.
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  167.  @chocolatewheelchair  I've never had a warranty issue with either of my Stage I tuned GTI's but several of my acquaintances have and have never encountered an issue with a warranty claim. My VW dealer even offers APR tuning with full warranty coverage. And as already noted, if that's not good enough for you or you can't find a "tuner friendly" VW dealer, you can purchase a warranty directly from APR with the same coverage as the VW factory warranty.
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  168. Depending on one's needs the Santa Fe or its close cousin the KIA Sorento is an excellent alternative.
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  169. "...Absolutely perfect for the time we're living in." ??? What year do you think this is? 1982?
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  170. Another vehicle gets the new 2.5L turbo engine that Hyundai, KIA, and Genesis have put in at least 7 or 8 vehicles, ranging from the KIA K5 Gt to the Santa Fe, to the Genesis G80. A very versatile and impressive engine. As for the Santa Cruz, itself, its looks remind me of the Amarok, a pickup with a very short bed that VW sells in a number of international markets including Australia. When I watched a review of the Amarok a year or two ago I wondered (in a comment) why someone would purchase a pickup with such a short bed when an equivalent size SUV was considerably more versatile and had nearly as much cargo capacity. The answer came pretty quickly. It's much more pleasant, I was told, to bring home a deer carcass in the bed than in the interior cargo space of an SUV. Fair enough. The Amarok is a far more rugged off-roader than the Santa Cruz and is a body-on-frame rather than a unibody platform. Nevertheless, characterizing it as suitable for grandmas transporting garden supplies misses its appeal, I think. It won't attract many hardcore truck fans but the design is highly versatile and for those looking to fill the multiple missions of a daily driver, a long distance "tripper" for a couple or small family and transporting the occasional load that won't fit in a midsize, much less a compact, SUV, the Santa Cruz has its charms.
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  171. A minor point. Yuri said he liked the Murano convertible. If fans of that vehicle held a convention they could do so in a phone booth. And it raises the question of what Yuri thinks of the Pontiac Aztek. :)
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  172. Take a look at the KIA Sorento. It's nearly identical to the Santa Fe but has a V6 option. And surprisingly, it's a few pounds lighter.
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  173.  @FinnishCarGuys  Likewise in the US. KIA and Hyundai consistently rank near the top of owner satisfaction and reliability reports from sources such as Consumer Reports and JD Power. Internet trolls making unsubstantiated vague claims or reports of "friends of friends" are par for the course but not worth serious consideration.
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